JPH0116326B2 - - Google Patents

Info

Publication number
JPH0116326B2
JPH0116326B2 JP55021916A JP2191680A JPH0116326B2 JP H0116326 B2 JPH0116326 B2 JP H0116326B2 JP 55021916 A JP55021916 A JP 55021916A JP 2191680 A JP2191680 A JP 2191680A JP H0116326 B2 JPH0116326 B2 JP H0116326B2
Authority
JP
Japan
Prior art keywords
cylinder
crankshaft
crankcase
main shaft
engine
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired
Application number
JP55021916A
Other languages
Japanese (ja)
Other versions
JPS56118522A (en
Inventor
Nobuyoshi Tominaga
Nobuyoshi Kurai
Hajime Ueno
Sadahide Suzuki
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Yamaha Motor Co Ltd
Original Assignee
Yamaha Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Yamaha Motor Co Ltd filed Critical Yamaha Motor Co Ltd
Priority to JP2191680A priority Critical patent/JPS56118522A/en
Priority to US06/236,614 priority patent/US4637354A/en
Publication of JPS56118522A publication Critical patent/JPS56118522A/en
Publication of JPH0116326B2 publication Critical patent/JPH0116326B2/ja
Granted legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B61/00—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing
    • F02B61/02—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing for driving cycles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/022—Chain drive
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/026—Gear drive
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads
    • F02F1/42—Shape or arrangement of intake or exhaust channels in cylinder heads
    • F02F1/4214—Shape or arrangement of intake or exhaust channels in cylinder heads specially adapted for four or more valves per cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/047—Camshafts
    • F01L1/053—Camshafts overhead type
    • F01L2001/0535—Single overhead camshafts [SOHC]
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B2075/1804—Number of cylinders
    • F02B2075/1808—Number of cylinders two
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/08—Endless member is a chain
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/20—SOHC [Single overhead camshaft]

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)
  • Automatic Cycles, And Cycles In General (AREA)

Description

【発明の詳細な説明】 この発明は各気筒を前後方向に傾斜するように
配設した自動二輪車のＶ型エンジンに関するもの
である。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a V-type engine for a motorcycle in which each cylinder is arranged so as to be inclined in the longitudinal direction.

自動二輪車に搭載されるエンジンには、各気筒
を前後方向に傾斜させたいわゆる前後Ｖ型エンジ
ンがある。このようなエンジンでは変速機等の駆
動系の動力伝達機構がクランク軸の後方に配設さ
れるが、従来のものは前気筒を水平に近づけるよ
うに傾斜させる一方、後気筒を直立に近づけるよ
うに位置させて、変速機の主軸と後気筒との干渉
を避けていた。すなわち後気筒のシリンダブロツ
クをクランクケースに固定するスタツドボルト
は、十分な強度を持たせるためにクランクケース
側へ深く螺入する必要があり、このスタツドボル
トが螺入する位置に対応してクランクケース内面
が変速機の主軸付近に突出し、主軸に設けた変速
歯車、特に最大径のトツプギヤ外周がこの突出部
分に接近するから、この突出部分と変速歯車との
間に十分な間隙を確保するために、後気筒を直立
に近づけるように配置する必要があつたのであ
る。しかしながらこのようにすると、後気筒の高
さが大きくなり、エンジン全体が高くなつて、エ
ンジン搭載空間に制限がある自動二輪車ではエン
ジンのおさまりが悪くなるという不都合があつ
た。 Engines mounted on motorcycles include so-called front-rear V-type engines in which each cylinder is inclined in the longitudinal direction. In such engines, the power transmission mechanism of the drive system, such as the transmission, is located behind the crankshaft, but in conventional engines, the front cylinders are tilted so that they are close to horizontal, while the rear cylinders are tilted so that they are close to upright. This was done to avoid interference between the main shaft of the transmission and the rear cylinder. In other words, the stud bolt that fixes the cylinder block of the rear cylinder to the crankcase needs to be screwed deeply into the crankcase in order to have sufficient strength. The inner surface protrudes near the main shaft of the transmission, and the speed change gear provided on the main shaft, especially the outer periphery of the top gear with the largest diameter, approaches this protrusion, so in order to ensure sufficient clearance between this protrusion and the speed change gear. , it was necessary to position the rear cylinders so that they were nearly upright. However, in this case, the height of the rear cylinder becomes large, and the overall height of the engine becomes high. This has the disadvantage that, in a motorcycle where the space for mounting the engine is limited, the engine does not settle down easily.

またこのようなスタツドボルトをクランクケー
ス側に深く螺入する必要をなくすために、シリン
ダブロツクをクランクケースと一体に形成したも
のも提案されている（例えば特開昭54−50719
号）。しかしこの場合には鋳造部材が大型化して
生産性および加工性が悪くなつたり、熱歪が大き
くなつたり、材質をクランクケースとシリンダと
で変えることができなくなるという問題もあつ
た。 In addition, in order to eliminate the need to deeply screw such stud bolts into the crankcase side, it has been proposed that the cylinder block is formed integrally with the crankcase (for example, Japanese Patent Laid-Open No. 54-50719
issue). However, in this case, there were problems in that the cast member became large, resulting in poor productivity and workability, increased thermal distortion, and the inability to change the materials between the crankcase and the cylinder.

この発明はこのような事情に鑑みなされたもの
であり、エンジン全体の高さを低くし、自動二輪
車への搭載性を向上させることができ、またシリ
ンダとクランクケースとを別体にしてそれぞれの
部材の生産性およ加工性を良好にすると共に熱歪
による悪影響を少なくすることができる自動二輪
車のＶ型エンジンを提供することを目的とする。 This invention was made in view of the above circumstances, and it is possible to reduce the overall height of the engine, improve the ease of mounting it on a motorcycle, and also to separate the cylinder and crankcase so that they can be separated from each other. It is an object of the present invention to provide a V-type engine for a motorcycle that can improve the productivity and workability of parts and reduce the adverse effects of thermal strain.

この発明によればこの目的は、前後方向に傾斜
する前気筒および後気筒と、車体幅方向のクラン
ク軸と、このクランク軸の後方に並列された変速
機とを備え、クランク軸に設けた歯車が変速機の
主軸に設けた大減速歯車に噛合している自動二輪
車のＶ型エンジンにおいて、前記前気筒および後
気筒はクランクケースから別体のシリンダをそれ
ぞれ備え、後気筒のシリンダの後部を左右一対の
スタツドボルトでクランクケースに固定すると共
に、前記変速機の主軸を、その軸心が前記クラン
ク軸の軸心より下方に位置するように配設したこ
とを特徴とする自動二輪車のＶ型エンジンにより
達成される。以下図面に基づいてこの発明を詳細
に説明する。 According to the present invention, this object includes a front cylinder and a rear cylinder that are inclined in the longitudinal direction, a crankshaft that extends in the width direction of the vehicle body, and a transmission that is arranged in parallel behind the crankshaft, and a gear mounted on the crankshaft. In a V-type motorcycle engine, the front cylinder and the rear cylinder are each equipped with a separate cylinder from the crankcase, and the rear cylinder of the rear cylinder is connected to the left and right. A V-type engine for a motorcycle, characterized in that the engine is fixed to a crankcase with a pair of stud bolts, and the main shaft of the transmission is disposed such that its axial center is located below the axial center of the crankshaft. This is achieved by The present invention will be explained in detail below based on the drawings.

第１図はこの発明の一実施例を示す側面図、第
２図はその一部を省略した−線断面図であ
る。第１図において符号１は前気筒、２は後気筒
であり、これらは左右割りのクランクケース３に
対称に取付けられている。すなわち第１図におい
て各気筒１，２のシリンダヘツド４ａ，４ｂには
各気筒１，２の対向する面に吸気口５ａ，５ｂ
が、また各気筒１，２の外側の面に排気口６ａ，
６ｂがそれぞれ形成されている。 FIG. 1 is a side view showing an embodiment of the present invention, and FIG. 2 is a partially omitted cross-sectional view taken along the line --. In FIG. 1, reference numeral 1 indicates a front cylinder, and 2 indicates a rear cylinder, which are symmetrically attached to a left-right split crankcase 3. That is, in FIG. 1, the cylinder heads 4a, 4b of each cylinder 1, 2 have intake ports 5a, 5b on the opposing surfaces of each cylinder 1, 2.
However, there are also exhaust ports 6a on the outer surface of each cylinder 1 and 2.
6b are formed respectively.

１０はクランク軸、１１ａ，１１ｂは各気筒
１，２の頭上カム軸であり、これら各カム軸１１
ａ，１１ｂはクランク軸１０により駆動される。
すなわちクランク軸１０と各カム軸１１ａ，１１
ｂとを結ぶ線上にはそれぞれクランク軸１０と一
体の歯車１２に噛合する歯車１３ａ，１３ｂが配
設され、この歯車１３ａ，１３ｂに一体のスプロ
ケツト１４ａ，１４ｂと前記カム軸１１ａ，１１
ｂに一体のスプロケツト１５ａ，１５ｂと間に、
タイミングチエーン１６ａ，１６ｂが掛け回され
ている。従つて、クランク軸１０が第１図におい
て時計方向に回転すれば、カム軸１１ａ，１１ｂ
は反時計方向に回転する。なおこのカム軸１１
ａ，１１ｂはクランク軸１０の半分の速度で回転
するように各歯車１２，１３ａ，１３ｂおよび各
スプロケツト１４ａ，１４ｂ，１５ａ，１５ｂの
歯数が決められている。 10 is a crankshaft, 11a and 11b are overhead camshafts of each cylinder 1 and 2;
a and 11b are driven by the crankshaft 10.
That is, the crankshaft 10 and each camshaft 11a, 11
Gears 13a and 13b that mesh with the gear 12 that is integrated with the crankshaft 10 are disposed on the line that connects the crankshaft 10 and the sprockets 14a and 14b that are integrated with the gears 13a and 13b, respectively, and the camshafts 11a and 11.
Between the sprockets 15a and 15b integrated in b,
Timing chains 16a and 16b are routed around each other. Therefore, if the crankshaft 10 rotates clockwise in FIG. 1, the camshafts 11a, 11b
rotates counterclockwise. Furthermore, this camshaft 11
The number of teeth of each gear 12, 13a, 13b and each sprocket 14a, 14b, 15a, 15b is determined so that a, 11b rotates at half the speed of the crankshaft 10.

１７ａ，１７ｂはシリンダブロツク、１８，１
８はスタツドボルトであつて、このスタツドボル
ト１８，１８は後気筒２のシリンダブロツク１７
ｂおよび前記シリンダヘツド４ｂの後部をクラン
クケース３に固定している。このスタツドボルト
１８，１８はシリンダヘツド４ｂおよびシリンダ
ヘツド１７ｂを貫通し、クランクケース３内に深
く螺入されている。なお各気筒１，２には多数の
スタツドボルトが貫通しているが、第１図におい
ては示されていない。 17a, 17b are cylinder blocks, 18, 1
8 is a stud bolt, and these stud bolts 18, 18 are connected to the cylinder block 17 of the rear cylinder 2.
b and the rear part of the cylinder head 4b are fixed to the crankcase 3. These stud bolts 18, 18 pass through the cylinder head 4b and the cylinder head 17b, and are deeply screwed into the crankcase 3. Note that a large number of stud bolts pass through each cylinder 1 and 2, but these are not shown in FIG.

２０と２１は公知の変速機を形成する主軸と副
軸であり、この変速機は主軸２０が前記クランク
軸１０へ隣接するように、クランク軸１０の後方
に配設されている。主軸２０はその軸心がクラン
ク軸１０の軸心よりも下方に位置するように左右
割りのクランクケース３に軸支されている。この
主軸２０の右端部には公知の湿式多板式クラツチ
２２が配設され、このクラツチ２２のクラツチケ
ーシングに取付けられた大減速歯車２３には、ク
ランク軸１０に設けた歯車２４が噛合している。
主軸２０および副軸２１には公知の変速歯車群２
５が配設され、これら変速歯車群２５のいずれか
１組の歯車を介して主軸２０の回転が副軸２１に
伝達される。副軸２１の後方には軸２６が平行に
横方向に配設され、副軸２１に一体的に固定され
た歯車２７と、この軸２６に一体的に固定された
歯車２８とを介して、副軸２１の回転がこの軸２
６へ伝達される。２９は出力軸であつて前記軸２
６と直交するように配設され、この出力軸２９は
傘歯車３０を介して軸２６により回転される。こ
の出力軸２９の後端部はクランクケース３の後方
へ突出し、この突出部には不図示のプロペラ軸が
自在継手を介して接続され、このプロペラ軸によ
り後輪（図示せず）を駆動する。 Reference numerals 20 and 21 are a main shaft and a subshaft forming a known transmission, and this transmission is disposed behind the crankshaft 10 such that the main shaft 20 is adjacent to the crankshaft 10. The main shaft 20 is supported by the left-right split crankcase 3 such that its axis is located below the axis of the crankshaft 10. A known wet multi-plate clutch 22 is disposed at the right end of the main shaft 20, and a gear 24 provided on the crankshaft 10 meshes with a large reduction gear 23 attached to the clutch casing of the clutch 22. .
The main shaft 20 and the counter shaft 21 are provided with a known transmission gear group 2.
5 are arranged, and the rotation of the main shaft 20 is transmitted to the subshaft 21 via any one set of gears of the transmission gear group 25. A shaft 26 is arranged laterally in parallel behind the countershaft 21, and via a gear 27 integrally fixed to the countershaft 21 and a gear 28 integrally fixed to this shaft 26, The rotation of the sub-shaft 21 is this axis 2.
6. 29 is an output shaft, which is connected to the shaft 2.
6, and this output shaft 29 is rotated by the shaft 26 via a bevel gear 30. The rear end of this output shaft 29 projects to the rear of the crankcase 3, and a propeller shaft (not shown) is connected to this projecting part via a universal joint, and this propeller shaft drives a rear wheel (not shown). .

３５は前記主軸２０に軸装された変速歯車群２
５のうち、最大径の変速歯車（トツプギヤ）を示
し、この変速歯車３５は一方の前記スタツドボル
ト１８の下端に近接している。このスタツドボル
ト１８の下端が螺入されるクランクケース周囲は
大きな強度に耐えるよう十分な肉厚に形成されて
いる。第２図においてはスタツドボルト１８の軸
心方向にクランクケース３を断面しているので、
変速歯車３５とクランクケース３の内面との間に
は比較的大きな間隔が形成されているように見え
るが、クランクケース３はスタツドボルト１８の
周方向の肉厚が特に厚くなるように形成されいる
ため、第１図から明らかなように、実際には変速
歯車３５とクランクケース３の内面との間隔は小
さい。 35 is a transmission gear group 2 mounted on the main shaft 20.
5, the transmission gear (top gear) with the largest diameter is shown, and this transmission gear 35 is close to the lower end of one of the stud bolts 18. The periphery of the crankcase into which the lower end of the stud bolt 18 is screwed is formed to have a sufficient thickness to withstand great strength. In FIG. 2, the crankcase 3 is sectioned in the axial direction of the stud bolt 18, so
Although it appears that a relatively large gap is formed between the speed change gear 35 and the inner surface of the crankcase 3, the crankcase 3 is formed so that the wall thickness of the stud bolt 18 in the circumferential direction is particularly thick. Therefore, as is clear from FIG. 1, the distance between the speed change gear 35 and the inner surface of the crankcase 3 is actually small.

なお第２図において３６はシリンダブロツク１
７ｂの左側に形成されたチエーン通路であり、こ
のチエーン通路３６には前記タイミングチエーン
１６ｂが挿通される。 In addition, in Fig. 2, 36 is the cylinder block 1.
A chain passage 36 is formed on the left side of the timing chain 7b, and the timing chain 16b is inserted through this chain passage 36.

この実施例によれば、クランク軸１０の後方に
隣接する主軸２０を、その軸心がクランク軸１０
の軸心より下方に位置するように配置したから、
後気筒２を後方へ大きく傾斜させることができる
だけでなく、軸２６や出力軸２９上方のクランク
ケース３と後気筒２との間に形成される空間も少
なくなり、エンジン全体を一層コンパクトにまと
めることができ、自動二輪車への搭載性がさらに
向上する。 According to this embodiment, the main shaft 20 adjacent to the rear of the crankshaft 10 is arranged so that its axis is aligned with the crankshaft 10.
Because it is located below the axis of
Not only can the rear cylinder 2 be tilted significantly rearward, but the space formed between the crankcase 3 above the shaft 26 and the output shaft 29 and the rear cylinder 2 is also reduced, making the entire engine even more compact. This further improves the ease of mounting on motorcycles.

この発明は以上のように主軸をその軸心がクラ
ンク軸の軸心より下方に位置するように配置した
ので、後気筒を大きく後傾させることが可能にな
り、しかも主軸の下方への偏位量は僅かで済むか
ら、エンジン全体の高さを著しく小さくすること
ができる。その結果、エンジンの搭載空間に種々
の制限がある自動二輪車においてもエンジンをス
ツキリとした形で搭載することができ、エンジン
のおさまりも良好になる。 In this invention, as described above, the main shaft is arranged so that its axis is located below the axis of the crankshaft, so the rear cylinder can be tilted significantly backwards, and the main shaft can be deflected downward. Since only a small amount is required, the overall height of the engine can be significantly reduced. As a result, even in a motorcycle where there are various restrictions on the mounting space for the engine, the engine can be mounted in a neat manner, and the engine will settle down well.

また前後各気筒のシリンダはクランクケースか
ら別体にしたので、各部材が小さくなりその生産
性と加工性が向上するばかりでなくそれぞれに最
適な材質の材料を用いることが可能になる。更に
後気筒の後部を固定するスタツドボルトは左右一
対としたので、これらスタツドボルトはクランク
ケースの左右の外壁に接近することになり、クラ
ンクケースの剛性が高い部位にスタツドボルトを
螺入することによりシリンダを一層強固に固定す
ることが可能になる。 Furthermore, since the front and rear cylinders are separate from the crankcase, each member is made smaller, which not only improves productivity and workability, but also allows the use of optimal materials for each member. Furthermore, since the stud bolts that fix the rear part of the rear cylinder are in pairs on the left and right, these stud bolts will be close to the left and right outer walls of the crankcase, so by screwing the stud bolts into the highly rigid parts of the crankcase. It becomes possible to fix the cylinder even more firmly.

【図面の簡単な説明】[Brief explanation of drawings]

第１図はこの発明の一実施例を示す側面図、第
２図は一部を省略した−線断面図である。 １……前気筒、２……後気筒、１０……クラン
ク軸、２０……主軸。 FIG. 1 is a side view showing one embodiment of the present invention, and FIG. 2 is a partially omitted sectional view taken along the line -. 1...front cylinder, 2...rear cylinder, 10...crankshaft, 20...main shaft.

Claims (1)

【特許請求の範囲】 １ 前後方向に傾斜する前気筒および後気筒と、
車体幅方向のクランク軸と、このクランク軸の後
方に並列された変速機とを備え、クランク軸に設
けた歯車が変速機の主軸に設けた大減速歯車に噛
合している自動二輪車のＶ型エンジンにおいて、 前記前気筒および後気筒はクランクケースから
別体のシリンダをそれぞれ備え、後気筒のシリン
ダの後部を左右一対のスタツドボルトでクランク
ケースに固定すると共に、前記変速機の主軸を、
その軸心が前記クランク軸の軸心より下方に位置
するように配設したことを特徴とする自動二輪車
のＶ型エンジン。[Claims] 1. A front cylinder and a rear cylinder that are inclined in the longitudinal direction;
A V-type motorcycle that is equipped with a crankshaft that runs in the width direction of the vehicle body and a transmission parallel to the rear of the crankshaft, with the gears installed on the crankshaft meshing with the large reduction gears installed on the main shaft of the transmission. In the engine, the front cylinder and the rear cylinder each include a cylinder separate from the crankcase, and the rear part of the cylinder of the rear cylinder is fixed to the crankcase with a pair of left and right stud bolts, and the main shaft of the transmission is fixed to the crankcase.
A V-type engine for a motorcycle, characterized in that the V-type engine is disposed such that its axis is located below the axis of the crankshaft.
JP2191680A 1980-02-23 1980-02-23 V type engine for motorcycle Granted JPS56118522A (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
JP2191680A JPS56118522A (en) 1980-02-23 1980-02-23 V type engine for motorcycle
US06/236,614 US4637354A (en) 1980-02-23 1981-02-20 V type motorcycle engine and transmission

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2191680A JPS56118522A (en) 1980-02-23 1980-02-23 V type engine for motorcycle

Publications (2)

Publication Number Publication Date
JPS56118522A JPS56118522A (en) 1981-09-17
JPH0116326B2 true JPH0116326B2 (en) 1989-03-23

Family

ID=12068398

Family Applications (1)

Application Number Title Priority Date Filing Date
JP2191680A Granted JPS56118522A (en) 1980-02-23 1980-02-23 V type engine for motorcycle

Country Status (2)

Country Link
US (1) US4637354A (en)
JP (1) JPS56118522A (en)

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JPH0784899B2 (en) * 1984-04-11 1995-09-13 ヤマハ発動機株式会社 Multi-cylinder engine for motorcycles
JPH089971B2 (en) * 1987-01-07 1996-01-31 日産自動車株式会社 Vehicle power plant structure
US4821826A (en) * 1987-03-10 1989-04-18 National Research Development Corporation Components in or for self-powered vehicles
DE3773659D1 (en) * 1987-03-10 1991-11-14 Nat Res Dev AGGREGATES FOR MOTOR VEHICLES.
US4915070A (en) * 1988-03-31 1990-04-10 Yamaha Hatsudoki Kabushiki Kaisha Engine unit for motor vehicle
US5172786A (en) * 1990-03-02 1992-12-22 Yamaha Hatsudoki Kabushiki Kaisha V belt type automatic transmission system
JP3547816B2 (en) * 1994-11-11 2004-07-28 株式会社共立 engine
GB9425716D0 (en) * 1994-12-20 1995-02-22 Rover Group An internal combustion engine
US6257178B1 (en) * 1999-04-19 2001-07-10 Avl List Gmbh Internal combustion engine for a motorcycle
AT3646U1 (en) * 1999-06-17 2000-06-26 Avl List Gmbh DRIVE UNIT FOR A MOTORCYCLE
JP2002310003A (en) * 2001-04-17 2002-10-23 Suzuki Motor Corp Cylinder block structure
JP4042635B2 (en) * 2003-06-05 2008-02-06 三菱自動車工業株式会社 V type engine
DE102004042765B4 (en) * 2004-09-05 2007-07-19 Clemens Neese Motorcycle with a space and weight-saving engine arrangement
US7395790B2 (en) 2004-11-18 2008-07-08 S&S Cycle, Inc. Reed valve breather for evolution engine
US7156060B2 (en) * 2004-12-28 2007-01-02 Honda Motor Co., Ltd. Cam drive gear and valve operating system drive gear for engine
JP4563824B2 (en) * 2005-01-18 2010-10-13 本田技研工業株式会社 Motorcycle engine
US7484428B2 (en) * 2006-03-24 2009-02-03 Walters Manufacturing, Inc. Automatic transmission for a motorcycle
JP2008143511A (en) * 2006-11-15 2008-06-26 Yamaha Motor Co Ltd Vehicle body frame and vehicle

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JPS5450719A (en) * 1977-09-29 1979-04-20 Yamaha Motor Co Ltd Multi-cylinder v-type engine for motorcycle

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GB1149988A (en) * 1967-09-06 1969-04-23 Ametek Inc Combinations of two or more internal combustion engines
JPS5256104U (en) * 1975-10-20 1977-04-22
JPS5820828B2 (en) * 1977-09-30 1983-04-25 ヤマハ発動機株式会社 motorcycle frame

Patent Citations (1)

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Publication number Priority date Publication date Assignee Title
JPS5450719A (en) * 1977-09-29 1979-04-20 Yamaha Motor Co Ltd Multi-cylinder v-type engine for motorcycle

Also Published As

Publication number Publication date
JPS56118522A (en) 1981-09-17
US4637354A (en) 1987-01-20

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